A fragmentação de habitats em muitos casos limita o potencial de dispersão das espécies. Por esta razão, muitas iniciativas visando à conservação de espécies em paisagens fragmentadas envolvem o delineamento de corredores ecológicos entre manchas de hábitat. Neste trabalho, foi modelado um sistema de corredores entre manchas de mata remanescentes no mosaico urbano-rural de uma grande cidade no sul do Brasil (Porto Alegre, RS), tendo como organismo focal o primata Alouatta clamitans (bugio-ruivo) que está ameaçado de extinção. Nossos objetivos específicos são (a) demonstrar a importância dá conectividade para a presença das populações de bugio-ruivo nos fragmentos florestais em Porto Alegre; (b) detectar os fragmentos mais importantes para manter a conectividade funcional potencial da espécie; (c) desenhar um sistema de corredores potenciais, considerando a capacidade de dispersão do bugio-ruivo em diferentes tipos de manchas de paisagem e (d) propor um método para avaliação da qualidade de corredores, levando em consideração a variação do atrito à dispersão ao longo do traçado dos corredores e a existência de pontos críticos de vulnerabilidade ao longo dos corredores. A vulnerabilidade foi avaliada em função da paisagem vizinha a cada corredor, entendendo-se como vulnerabilidade a probabilidade de futura modificação ou interrupção do corredor devido a mudanças na paisagem vizinha. Foi verificada a existência da relação da conectividade funcional com a presença da espécie nos fragmentos florestais através do índice Integral index of connectivity - IIC. Através da porcentagem de importância do mesmo índice (dIIC) para cada fragmento arbóreo, identificou-se o morro São Pedro como mais importante para a manutenção da conectividade da paisagem. Além do morro São Pedro foram selecionados os fragmentos arbóreos maiores que 10 ha para a modelar corredores utilizando o algoritmo do caminho de menor custo. Utilizou-se dois parâmetros: grau de antropização que avalia o potencial de persistência dos corredores e o atrito que simula a resistência dos habitats ao deslocamento da espécie. Esses parâmetros foram utilizados nas análises de fracionamento para quantificar o número de interrupções no corredor e a qualidade do habitat interno. Os resultados da análise de fracionamento e a extensão foram usados na classificação de qualidade de cada corredor. Foram gerados 136 corredores com extensão entre 4 m e 4128 m, Observou-se que corredores com mais de 1000 m tendem a ser potencialmente mais fracionados. Setenta e três corredores mantiveram-se contínuos segundo o potencial de persistência. A análise da qualidade do habitat revelou que 120 corredores foram fracionados. A área total de habitat efetivo (classe arbórea/arbustiva) para o deslocamento foi reduzida em 41%. A análise de qualidade global revelou que 32% dos corredores são bons, 51% são medianos e 16,2% são ruins. O potencial de persistência revelou-se um método promissor de avaliar o potencial de alteração que o entorno tem em relação ao corredor. A análise de qualidade de habitat mostrou-se eficiente para identificar os corredores lineares de hábitat ou íntegros. O método pode auxiliar na tomada de decisão do custo-beneficio para investir em gestão e manejo de corredores lineares multi-habitat. / Habitat fragmentation limits possibility of species dispersai. Many initiatives aim at species conservation in fragmented landscapes involve the delineation of ecological corridors among habitat patches. Here, we modeled a corridor system among remnant forest fragments in the urban-rural mosaic of a large city in southern Brazil (Porto Alegre, RS), using the endangered primate Alouatta clamitans (brown-howler-monkey) as a focal species. Our specific aims were (a) to demonstrate the importance of connectivity for the presence of the brown-howler monkey in forest fragments; (b) to identify the most important fragments for maintenance of potential functional connectivity for the species; (c) to draw a potential corridor system, considering the species dispersai capacity in different habitat patches; and (d) to propose a new method of corridor quality evaluation, considering friction variation to disperse along corridors and the existence of vulnerable criticai points for the persistence of corridors. Vulnerability was evaluated in terms of neighboring landscape of each corridor (context), being defined as the probability of future corridor modification or interruption due to changes in the neighboring landscape. We examined the existence of a positive relation between functional connectivity and the species presence in forest fragments using the Probability of Connectivity index (dIPC). We identified the São Pedro hill as the most important area for the maintenance of landscape connectivity based on the dIPC. In addition to São Pedro hill, we selected the forest fragmentes larger than 10 hectares to model corridors using the least-cost distance algorithm. To assess vulnerability, we used two parameters: the antropization degree, which is a proxy for potential of corridor persistence, and the friction degree, which is a proxy for habitat resistance to the species dispersal. These parameters were used to examine the fractioning of corridors, that is, to quantify the number of actual or potential interruptions in corridor trajectory and its inner habitat quality. The results of the fractioning analyses and the corridor extension were used as attributes for ranking ali corridors in terms of quality. We generated 136 corridors with an extension between 4 m and 4128 m. Corridors with more than 1000 m tended to be potentially more fractioned, while seventy three corridors were kept uninterrupted according to persistence potential. Habitat quality analysis revealed that 120 corridors were fractioned. Total area of effective habitat (arboreal/shrubby class) to movements was reduced in 41%. The global quality analysis revealed that 32% of corridors are good, 51% are median and 16.2% are bad. Persistence potential appears to be a promising method to evaluate the potential for antropogenic modification imposed on corridors by their surrounding landscape. This method cari help in cost-benefit decision making for management of multi-habitat linear corridors.

Depuis la colonisation, les corridors de transport ouest-africains ont inscrit dans l’espace une dépendance économique pénalisante vis à vis de l'extérieur. Les importations massives de produits manufacturés ne sont pas compensées par l'export de matières premières. Le marché africain n'est pas encore le marché des africains et cela freine globalement le développement global des territoires. Dans le corridor de transport reliant Ouagadougou à Accra, Afrique de l’Ouest, les défis de l'intégration régionale et de la sécurité alimentaire se cristallisent dans les circuits vivriers marchands. Les échanges qui s’y déroulent cadencent la mobilité des denrées entre les lieux. Dans l’espace constitué par le Burkina Faso et le Ghana, caractérisé par un gradient écologique entre le sahel et la côte qui différencie fortement les potentialités agricoles, la thèse met en perspective ces défis avec le développement des territoires. Elle analyse le potentiel inclusif des circuits vivriers marchands à travers l’exemple de l’igname, du maïs et du niébé dans le corridor qui relie Ouagadougou à Accra. Après une analyse des pratiques transactionnelles de ces circuits à partir d’enquêtes réalisées auprès des commerçants et transporteurs sur le terrain, nous simulons les échanges potentiels à l’aide d’un modèle gravitaire en nous appuyant sur des données relatives à la production, au commerce, et à la consommation mais aussi à l’accessibilité routière de l’espace. Entre le disponible alimentaire et la demande des ménages, localiser ces échanges et leurs parcours questionne l’articulation des échelles du commerce vivrier, et la complémentarité des lieux et des activités au regard des liens entre agriculture, commerce et transport identifiés comme porteurs d’un développement spatialement inclusif. Dans un contexte de villes secondaires, de marges et de frontière, notre approche explore les interactions spatiales entre zones excédentaires et déficitaires dans le but de proposer des recommandations techniques à portée opérationnelle et politique pour contribuer à la réflexion sur l’intégration régionale et la sécurité alimentaire. / Since colonization, West African transport corridors drew an economic dependence on space towards global market. Massive imports of manufactured goods are not balanced by the export of raw materials. The African market is not yet the market for Africans and this generally hampers territorial development. In the transport corridor between Ouagadougou and Accra, in West Africa, the challenges of regional integration and food security are crystallizing in the staple food circuits. The exchanges that take place there regulate the mobility of foodstuffs between places. In the space constituted by Burkina Faso and Ghana, characterized by an ecological gradient between the Sahel and the coast that strongly differentiates agricultural potentialities, the thesis puts these challenges in perspective with territorial development. She analyzes the inclusive potential of merchant staple food circuits through the example of yam, maize and cowpea in the corridor that connects Ouagadougou to Accra. After analyzing the transactional practices of these circuits based on surveys carried out with traders and transporters in the field, we simulate potential exchanges using a gravity model based on data relating to production, commerce, and consumption, but also to road accessibility of space. Between food availability and household demand, locating these exchanges and their paths questions the articulation of the food trade scales and the complementarity of places and activities with regard to the links between agriculture, trade and transport identified as carriers of spatially inclusive development. In a context of secondary cities, margins and borders, our approach explores the spatial interactions between surplus and deficit areas in order to propose technical recommendations with operational and political scope to contribute to the reflection on regional integration and security food.

Mon étude s’est concentrée sur la prise en compte d’intérêts commerciaux dans la politique énergétique publique des années 2000, la Turquie agissant comme un acteur privé, privilégiant les profits à court terme sur d’autres bénéfices plus indirects. Cette découverte a soulevé une nouvelle question sociologique, celle de savoir quel environnement politique a pu faire émerger cette orientation mercantile, et comment. J’ai identifié comme différents facteurs l’accès à l’économie de marché, l’orientation économique accrue des politiques, l’accès de nouveau acteurs à la politique, et les changements institutionnels qui ont permis la mise en œuvre du changement, notamment la réforme administrative en profondeur qui a eu lieu depuis les années 1990. C’est ainsi que j’ai choisi, pour évaluer le poids des réformes institutionnelles sur la politique, d’examiner ici le cas de la Turquie pendant les négociations du Projet de Corridor Sud (-Southern Energy Corridor Project- ou SECP) sous l’angle des conséquences directes ou indirectes qui apparaissent lorsque l’administration étatique évolue. / This thesis explores the question of what changes when state bureaucracy changes, via an analysis of the Turkish government’s policy making during the negotiations for the Southern Energy Corridor Project (SECP). A technical analysis of the SECP in the international energy diplomacy context is first presented and – along with a historical contextualization of oil and gas transit projects in Turkey – provides inputs into a sociological analysis of how decisions were taken by the Turkish government. In the light of these analyses, I explored what the SECP process says about Turkish politics and what Turkey’s experience shows in relation to sociology literature. As I initially observed there was market-driven policy-making during the SECP process (which was new compared to antecedent technically-comparable-project decision-making process), I hypothesized a change had been realized in Turkish bureaucracy, causing a shift in dominant values and interest. Referring to literature on how bureaucracy’s dominant power over society limits liberalism, I claimed this process could replace a strong state with a modest state, and a weak society with a stronger one where the market economy and its values became dominant and more liberal and democratic politics could interact. However, I concluded this was not so: the market driven policy making observed during the SECP was an exception in this specific case and institutional changes surrounding the energy policy-making arena remained limited to the replacement of old actors and institutions with new ones. This created new forms of power motivated by short-term commercial benefits, instead of creating the conditions necessary for more liberal politics to interact.

Conservation corridors, areas of land connecting patches of natural land cover, are frequently cited and implemented as a restorative strategy to counteract fragmentation. Current corridor ecology focuses on experimental corridor systems or designed and built conservation corridors to assess functionality. Such systems and designs are typically short, straight swaths of homogenous land cover with unambiguous transitions between patches. Quantifying the degree to which amorphous landscape configurations, tortuosity, and heterogeneity of land cover and land uses within the corridor has on functional connectedness is a crucial yet overlooked component of corridor efficacy studies. Corridor literature lacks a robust and repeatable methodology for delineating existing landscape elements, recognizing arbitrary edges, and identifying the start and end of ambiguous transitions between the patches and corridor. Using a set of landscapes being studied as part of a global assessment of corridor efficacy, I designed a workflow that standardizes the boundary of corridor-patch interfaces. The proposed method is a quantitative and repeatable approach that minimizes the subjectivity in corridor delineations. This research investigates the degree to which the existence of a corridor modifies the structural and functional connectivity between patches connected by a corridor compared to an intact reference area.

The coastal fox or Sechura’s fox, whose scientific name is Lycalopex sechurae, is distributed among the areas of Ecuador’s northwest and the central coast of Peru. There is still little information about the biology of coastal fox and its role in ecosystems that are part of its habitat. Today the coastal fox habitat is under a state of fragmentation by human intervention. In this research, synthesized information about biological, ecological and geographical distribution of coastal fox is presented; with the status of threat and persecution, so conservation strategies are required, and this research focused on propose ecological corridors. The Corridor Designer, an extension of ArcGIS tools, could standardize the resolution of natural, anthropogenic, trophic and protective variables, and with those variables an habitat suitability between the ACP Chaparrí and the ACR Huacrupe La Calera was obtained, which are connected from the design of two different ecological corridors, concluding that both are functional, although the first result of corridor would become more efficient and potential to put into the practice and reality. / El zorro costeño o zorro de Sechura, cuyo nombre científico es Lycalopex sechurae, se distribuye entre las zonas del noroeste de Ecuador y la costa central del Perú. Aún existe poca información sobre la biología del zorro costeño y su papel dentro de los ecosistemas que forman parte de su hábitat. En la actualidad el hábitat del zorro costeño está bajo una situación de fragmentación por la intervención antrópica. En esta investigación se presenta la información sintetizada de las características biológicas, ecológicas y distribución geográfica del zorro costeño, dentro de la cual se conoció su estado de amenaza y persecución, por lo cual se requieren estrategias de conservación, siendo el enfoque central la propuesta de corredores ecológicos. A partir de la herramienta Corridor Designer, una extensión de ArcGIS, se pudo uniformizar la resolución de las variables naturales, antrópicas, tróficas y de protección, con las cuales se obtuvo una aptitud de hábitat entre el ACP Chaparrí y el ACR Huacrupe La Calera, las que se conectaron a partir del diseño de dos diferentes corredores ecológicos, llegando a la conclusión de que ambos son funcionales, aunque el primer resultado de corredor vendría a ser más eficiente y potencial para llevarlo a la práctica y a la realidad.

published_or_final_version / Architecture / Master / Master of Architecture

With the uncertainty of future energy supplies and the impacts of global warming, rapid transit is becoming increasingly important as part of the transportation mix in North American cities. The conventional choice for rapid transit alignments are off-street corridors such as rail and highway right-of-ways. More recently, cities are locating rapid transit projects along arterial street right-of-ways, to influence more transit-supportive development rather than low-density, single use environments common throughout North America. Promoting transit alignments that provide the best opportunity for this type of development, known as development-oriented transit, is essential for influencing a change in urban transportation habits and building more resilient cities. This research analyzes the benefits of these alignments by studying the Euclid Corridor Transportation Project and Red Line in Cleveland, and the Central Corridor and Hiawatha Line in Minneapolis/St. Paul. Visiting these cities and interviewing professionals associated with the projects revealed the benefits of on-street rapid transit by comparing ridership, development potential, placemaking, travel time and safety of both on-street and off-street rapid transit. On-street rapid transit provides the best opportunity for a long-term vision for city building through the creation of dense, mixed-use transit-oriented corridors where people can live, work, recreate, access services and shop. Results and potential implications were presented to professionals in Winnipeg associated with the Southwest Rapid Transit Corridor (SWRTC). The goal was to understand the implications of the findings for the SWRTC and if on-street rapid transit would work along Pembina Highway. Respondents disagreed that an on-street solution was appropriate, which revealed contradictions between the findings from key informant interviews and literature reviewed versus focus group responses. The SWRTC is designed as a flexible route network system that will allow mixed traffic buses to pick up riders in their neighbourhoods and use the dedicated busway to bypass north-south traffic congestion. This plan is focused on minimizing travel time for a suburban to downtown commute, rather than development potential. This research has found that rapid transit alignments should be focused on transit supportive development and providing direct access to places people need to go on a daily basis. On-street rapid transit provides the best opportunity to do so.

With the uncertainty of future energy supplies and the impacts of global warming, rapid transit is becoming increasingly important as part of the transportation mix in North American cities. The conventional choice for rapid transit alignments are off-street corridors such as rail and highway right-of-ways. More recently, cities are locating rapid transit projects along arterial street right-of-ways, to influence more transit-supportive development rather than low-density, single use environments common throughout North America. Promoting transit alignments that provide the best opportunity for this type of development, known as development-oriented transit, is essential for influencing a change in urban transportation habits and building more resilient cities. This research analyzes the benefits of these alignments by studying the Euclid Corridor Transportation Project and Red Line in Cleveland, and the Central Corridor and Hiawatha Line in Minneapolis/St. Paul. Visiting these cities and interviewing professionals associated with the projects revealed the benefits of on-street rapid transit by comparing ridership, development potential, placemaking, travel time and safety of both on-street and off-street rapid transit. On-street rapid transit provides the best opportunity for a long-term vision for city building through the creation of dense, mixed-use transit-oriented corridors where people can live, work, recreate, access services and shop. Results and potential implications were presented to professionals in Winnipeg associated with the Southwest Rapid Transit Corridor (SWRTC). The goal was to understand the implications of the findings for the SWRTC and if on-street rapid transit would work along Pembina Highway. Respondents disagreed that an on-street solution was appropriate, which revealed contradictions between the findings from key informant interviews and literature reviewed versus focus group responses. The SWRTC is designed as a flexible route network system that will allow mixed traffic buses to pick up riders in their neighbourhoods and use the dedicated busway to bypass north-south traffic congestion. This plan is focused on minimizing travel time for a suburban to downtown commute, rather than development potential. This research has found that rapid transit alignments should be focused on transit supportive development and providing direct access to places people need to go on a daily basis. On-street rapid transit provides the best opportunity to do so.

In a fast moving world where maritime transport corridors play a major role in the movement of people and goods, there are significant sustainability issues with these operations. This paper considers the sustainability of these corridors and the contribution of security and safety measures to achieve sustainability. The research commences with a literature review and practitioner survey on sustainability, security and safety of maritime transport, then develops the analysis using the Framework for Strategic Sustainable Development (FSSD) and causal loop diagrams to analyze and evaluate measures and actions that could lead towards a sustainable maritime transport corridor - education and training, energy alternatives, waste management, dematerialization, efficient land and sea use, standardized operations between ports and community engagement. The Baltic Transport Corridor is used for analysis. Further recommendations are made in order to facilitate the path for future research and study.

Les structures en réseau, hybrides entre marché et hiérarchie, se développent de plus en plus, notamment sous l'effet de la mondialisation et des manoeuvres de décentralisation. Parmi les différentes formes de réseaux, la méta-organisation territorialisée est une forme à la fois peu abordée et hautement spécifique. Une méta-organisation est une organisation constituée d'organisations mais sans pouvoir hiérarchique. Ce travail de thèse enrichit la théorie des méta-organisations en recourant à la théorie des biens communs et à la théorie de l'acteur-réseau dans le cas des corridors logistico-portuaires, qui sont des groupements de partenariat entre des ports maritimes et fluviaux d'un même axe géographique. Ainsi, cette thèse montre que la méta-organisation du corridor logistico-portuaire est performée grâce à un ensemble de biens communs et que les différences de perception de l'action de ces biens communs freine le processus de performation du fait organisationnel. / As hybrids between markets and hierachy, network structures have spread a lot due to globalization and de centralization. Among the varions types of networks, territory-anchored meta-organizations appear both as les studied and specific kinds of networks. A meta-organization is defined as an organization which is composed by organizations without having a real hierarchical power on its members, such as employment or property. This thesis enriches mate-organization theory by mobilizing both the theory of commons and actor-network theory in the case of gateway corridors. Gateway corridors are groupings created between seaports and inland ports from a sanie geographical axis. Within that scope, this thesis shows that the mets-organizations of gateway corridors are performed through the mobilization of différent kinds of common goods ant that differences in the perception of their action brakes the process of organizational performation.